Ship s propeller



(No Model.) 2 Sheets-Sheet 1.

J. S. B. ANDERSON.

SHIPS PROPBLLER.

No. 366,550. PatentedJuly 12, 1887.

@25W-ML @we o Snug/wko Z @g3g Miva AYom lent] (No Model.) 2 Sheets-Sheet 2.

J. s'. B. ANDERSON.

SHIPS PRUPELLER.

No. 366,550. Patented July 12, 1887.

iINiTeD' STATES PATENT Fries.

JAMES S. B. ANDERSON, OF NORFOLK, VIRGINIA.

SHIPS PROPELLER.

SPECIFICATION forn'nng part of Letters Patent NoA 366,550, dated July 12, 1887.

Application tiled M lrch 20, lSST.

To all whom it may concern:

Beit known that l, .Mains S. B. ANDERSON, a citizen of the United States, residing at Norfolk, in the county of Norfolk and State of Virginia, have invented a new and useful Improvement in Ships7 Propellers, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to improvements in the class of propellers for ships denominated vibrating,7 which will be hereinafter more particularly described, and pointed outin the claims.

In the drawings forming part of this speci ication, Figure l is a vertical longitudinal section of thepropeller. Fig. 2 is a plan view ofFig. l. Fig. 3 is a vertical longitudinal section of the after part of a vessel with the pro peller represented in elevation. Fig. 4 is a plan view of two cylinders, showing the vibrating bar to connect with the piston-rods.

A is a chamber, which is to be placed in the lower part at the stern of a vessel designed to be propelled by this invention. This chamber is to be made of metal plates and to be water-tight, except where the proper openings are designed to be formed in it*viz., in the rear end, A, and in the bottom at the frontend at A. The opening in the rear end can be closed by a vertically-sliding door, B, and the front opening, A, can be closed by a horizontally-sliding door, C. The purpose of these openings and their closing doors will be hereinafter more fully described.

When two propellers are to be used, each one hasits separate chamber constructed as above described, one 0f which is placed on each side of the keel and stern-post of the vessel. On each side of the interior of the chamber, about midway, is a horizontal groove, c, extending the whole length of the sides. The front end of the chamber A is sloped at an angle of about forty-live degrees, and the opening Al in the vbottom of the chamber is immediately under this sloping end.

Vithin the chamber A is a sliding frame, D, made to iit snugly within the chamber, yet free to move to and fro therein. On the outside of the vertical sides of this frame D are tongues a', which tit into the grooves c in the sides of the chamber A and act as guides to keep the frame D in its true line of motion. In the frame D Serial No. 91,876. (Nomadi-l.)

is pivoted to its vertical sides a bucket-board, E, formed wedge shape in vertical cross-sec` tion, having the thick edge at top, as seen in Fig. l.. This bucket is pivotcd about onethird of its width from the top, so that when it is moved to the front there will be less lost motion than it' hung from the top edge, and will be more quickly brought into action on the direct Stroke for doing its work in either direction.

Vithin the bottom ofthe frame D is arranged a stop-bar, F, which has a slight vertical movement.within its bearings to be controlled by a series of levers and cranks, which will be hereinafter explained. l

rlhe frame D is connected to the engine by means of the yoke G, placed about midway of the frame D, and in line with the groove c., so that the frame will have an even motion without binding within the chamber. The yoke G is attached directly in line to the end of the connectingrod II, which passes through a packing-box, 7i, in the sloping front of the chamber A. The connectingrod is a continuation of the piston-rod H of the direct-working cylinder I, which is properly placed upon its bed-plate and secured in the bottom ofthe vessel. The piston-rods II can be prolonged through the heads of the cylinders I l, and be connected together by a horizontally-vibrating rod, N, Fig. 4. This is when two propel- 1ers are used, one being on each side of the keel. 'lhepurpose of this connecting-rod Nis as follows: Vhen the piston-rod of engine I is on its returustroke, the full force of the steam, having little work to perform, will draw the propeller-frame D backward with a jerk; but if connected with the piston-rod of the other cylinder, I', which immediately begins its forward stroke, the steam in cylinder I will thereby be aiding the steam in cylinder l to drive the propeller, and so, vice versa, with cylinder l to assist the work of cylinder I.

Attached to the connecting-rod or extension of piston-rod I-I, at any convenient point bctween the chamber A and the cylinder is a yoke, 7U, notched on the arch, having a shifting handle, i, on which handle is a connectingrod, 7`, which passes through a packiiigbox,

7, in the front end of chamber A, and it is connected to a bell-crank lever, 7c, which is pivoted to a rod, Zz', attached tothe end of a lever, k", pivoted at c on the side ofthe frame D. The loose end-oflever k works in a slot in the cross-bar F, whichy is lifted to support the lower edge ofthe bucket E on either side of it as the same may be used to back or fdl-77 The position ofthe handle in either of the notches in the yoke 7L will indicate the position of the bar or stop F.

The frame D, with the bucket E, the lever 7c", bell-crank k, connecting-rods 7c and j, and yoke 7i', all being attached to the piston-rod H, are moved to and fro with it, and the adjustment of the bar or stop F is effected for backing or going ahead withoutv stoppingthe speed of the engine at all; hence this arrangement possesses great advantages over any other which is known to me.

The chambers A have their rear ends open directly at the stern of the vessel on each side ofthe stern-post, so that the rudder O, Fig. 3, playsimmediately between the streams of water forced from the buckets, so that the water is forced by one or the other directly' upon the rudder whenever the same is turned much ,to starboard or port side, thus aiding in steering of thevessel.

Should repairs be required at any time to the machinery in the chamber A, the vertical slide B and horizontal slide C can be closed, so as to make chamber A watertight. The slide Gis moved by means of the screw c, beveled gearing c c, operated by the hand-wheel 0. rlhe water which is in front of the bucket is driven downwardly by the ,sloping roof of the chamber and out by the opening` A in the bottom There being a propeller on Ieach side ot' the stern-post, they will work right and steam-cylinder, substantially as and for the purpose described.

2. The combination ofthe two sliding propeller frames and buckets havingverticallyadjustable stop-bars within the frames, operated bylevers, and connecting-rods attached to the piston-rods of two steam-cylinders and the vibrating bar,wh'ercby the back and forward strokes are duly equalized, as described.

3. The chamber A, provided with the vertical-sliding door B and the horizontalsliding door C, operated by means of the screw-rod c, revolved by the gearing c,'c, and 0'", substantially as and for the purpose described.

lIn testimony that `I claim the foregoing as my own I hereto afx my signature in presence of two witnesses. f

.J. S. B. ANDERSON.

itn esses:

Taos. HoUGrrroN, Trios. H. YOUNG. 

